文章编号： 1672-5328（2026）03-0045-10

陈越1, 2，贾顺平1，赖瑾璇3，季千喜1，李雯茜4，许奇1
(1. 北京交通大学交通运输学院，北京100044；2. 利兹大学交通研究所，西约克郡利兹LS2 9JT；3. 北京城建设 计发展集团股份有限公司，北京100037；4.中国城市规划设计研究院，北京100037)

摘要： 构建考虑出行时间和出行费用双阈值的累计机会模型，基于开源交通路径规划数据和职住分 布数据，测算北京双枢纽机场在不同接驳交通方式下的居住可达性和就业可达性。结果表明：1)大 兴机场的开通显著提升了城市轨道交通方式下机场的可达性水平。在1 h 城市轨道交通出行时间阈 值内，大兴机场可覆盖城市轨道交通线网周边近50%的居住人口和就业兴趣点，相比首都机场单机 场时期，双枢纽机场的居住覆盖范围提升38 个百分点，就业覆盖范围提升31 个百分点。2)小汽车 交通方式下，大兴机场与首都机场的1 h 可达区域在空间上形成互补格局；公共交通方式下，大兴 机场具有明显优势，对中心城区的覆盖效果显著优于小汽车。3)在可达性建模中引入出行费用约 束，能够更准确地评估和比较小汽车与公共交通方式下的机场可达性。小汽车交通方式下，在2 h 出行时间和210 元出行费用阈值内，双枢纽机场几乎可覆盖全市所有职住资源；公共交通方式下， 当出行时间阈值达到2 h 时，双枢纽机场可共同覆盖近80%的职住资源，且达到同等覆盖率时所需 出行费用远低于小汽车。

关键词： 城市轨道交通；可达性；机场陆侧交通；双枢纽机场；累计机会模型；北京市

中图分类号： U491

文献标识码：A

Accessibility Analysis of Dual-Hub Airports Based on a Dual-Threshold Cumulative Opportunity Model: A Case Study of Beijing Capital International Airport and Daxing International Airport

Chen Yue1, 2, Jia Shunping1, Lai Jinxuan3, Ji Qianxi1, LiWenxi4, Xu Qi1
(1. School of Traffic and Transportation, Beijing Jiaotong University, Beijing 100044, China; 2. Institute for Transport Studies, University of Leeds, Leeds LS2 9JT, West Yorkshire, United Kingdom; 3. Beijing Urban Construction Design & Development Group Co., Ltd., Beijing 100037, China; 4. China Academy of Urban Planning & Design, Beijing 100037, China)

Abstract： This paper constructs a cumulative opportunity model that incorporates dual thresholds for travel time and travel cost. Using open-source travel route planning data and residential-workplace distribution data, the paper estimates the residential and employment accessibility of Beijing's dual-hub airports under different connecting travel modes. The results indicate: 1) The opening of Daxing Airport significantly improves airport accessibility via urban rail transit. Within a 1-hour travel time threshold for urban rail transit, Daxing Airport can cover nearly 50% of the residential population and employment points of interest surrounding the urban rail network. Compared to the period when only Capital Airport was in operation, the residential coverage of the dual-hub airports increases by 38 percentage points, and employment coverage increases by 31 percentage points. 2) For private vehicle travel, the 1-hour reachable areas of Daxing Airport and Capital Airport form a spatially complementary pattern; for public transportation, Daxing Airport holds a clear advantage, with significantly better coverage of the central urban area compared to private vehicles. 3) Introducing travel cost constraints into the accessibility modeling allows for a more accurate assessment and comparison of airport accessibility via private vehicles and public transportation. For private vehicle travel, within a 2-hour travel time and a 210-yuan travel cost threshold, the dual-hub airports can cover nearly all employment and residential resources across the city; for public transportation, when the travel time threshold reaches 2 hours, the dual-hub airports can collectively cover nearly 80% of employment and residential resources, and the travel cost required to achieve the same coverage rate is significantly lower than that for private vehicle travel.

Keywords： urban rail transit; accessibility; airport land-side transportation; dual-hub airports; cumulative opportunity model; Beijing